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4 Sheets-Sheet l.

(No Model.)

l A. 1. AMEL-ER.- ELEGTRIG TRAIN BRAKE APPARATUS.

No. 395,682 Patented Jan. 8; 1889A.

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` 4 Sheets-Sheet '2.

Patented Jan. 8, 1889.

N. Pneus Phmuuwgnpmr. wminuzm n c A I AMBLER A ELECTRIC TRA-IN BRAKE APPARATUS.

(No Model.)

(No Model.) 4 Sheets-Sheet 3.

A. I. AMBLER. ELECTRIC TRAIN BRAKE APPARATUS.

No. 395,682. Patented Jan. 8, 1889.

l @MQ/wak 4 sheetssheet 4.

(.No Model.)

,A..\I. AMBLEB.. BLEGTRIO TRAINBRAKE APEARATUS.

Patented Jan. 8, 1889.

mmm /I www PATENT FFIfCE@ AUGUSTIN IREL AMBLER, OF VASHINGTON, DISTRICT OF COLUMBIA, AS-

SIGNOR lTO ROSEIINE N. AMBLER, OF SAME PLACE.

ELECTRIC TRAlN-BRAKE APPARATUS.

SPECIFICATION forming part of Letters Patent No. 395,682-, dated January 8, 1.889.

Application lecl April 18, 1888. Serial No. 271,027. (No modell) To all 107mm 15 may concern; v

Be it known that I, AUeUsriN Iman AM- BLER, of the city of \\"ashington, District of (lfolumbia, have invented new and useful Improvements in Electric Train-Brake Apparatus for Application and YUse upon Locomotives and Railroal'l-(ars, ot which the following is a specification.

This invention relates to a coinbination of electric rotary motors and mechanical construction of parts by which l am enabled to apply and release the brakes upon each car of the train to which it is applied from the locomotive and to increase and decrease the power as may be required in practical use, and by which means, also, the brakes maybe operated and set at cach end in case the train breaks in two or accidentally separated, and for the purpose ol? putting-the whole braking-power of the train in the hands of the engineer without impairing the el'iiciency of the hand-brake system, and so that each truck on each car may receive automatically the same amount of pressure-in other words, that the pressure upon the trucks automatically equalizes itself, and this is done to avoid or prevent sliding or skidding wheels in applying and using the brakes, which results are attained substantially as hereinafter described, and pointed outin the claims, reference being' had to the accompanying drawings, forming a part of this specification.

In constructing and applying a train-brake apparatus of this character I employ a reversible electron'lotor, a screw or worm shaft, a traverse or lug nut moving` thereon, elastic cushions on each end of the screw or worm shaft, a central lever of appropriate construction, hereinafter described, sheaves or frictional pulleys, and a wire rope or flexible counection connecting the long arms of the trucklevers, and suitable storage-batteries to energize the motor, a switch-board both on the locomotive and on each of the cars composing the train, and conducting-wires for electrical connections and circuits to operate and control the same.

I will now proceed to describe the several parts of the apparatus by the following ligures and drawings, illustrated on all the sheets following', and by the letters and numerals of the several parts ot the drawings, in which similar letters and numerals of reference indicate corresponding parts in all the figures.

Figure l, Sheet l, is a side view of storagebatteries, switch-board ou locomotive and car, a reversible electromotor in elevation,conducting or transmitting wires, contact-brushes, and connections. Fig. l*l is a sectional view of the electromotor and its immediate connections, showing the winding in series and section of the helices ot' the two held-magnets,

showing also that there are two wires, insu-` lated i'rom each other, united together in the i'orm ot a cable, so that the core is wound and the cable series composing the helix in each magnet wound the same as it would be wound it' the helix or winding was only of one wire instead of two insulated wires, the purpose of which is to enable me to send at different times a current through the motor in opposite directions, as shown bythe arrows on the armature (and with the lilies of transmitting-wires) of the motor, to energize the same l'or setting' and releasing the brakes by opposite movements o t the sliding contactarm on the switch-board A. Fig. lb is a section of a sliding contact-arm, E, on switchboard D. Fig. lC is a view of a form of motor, partly in elevation and partly in section, showing the circuit connected only Vwith contactbrush CC. Fig. lll is a similar view of the niotor, showing the circuit connected only with contact-brush Cd. Fig'. lc is a view of the cable enlarged, showing the connection between the two magnets. y

Fig. 2, Sheet 2, is an elevation ol the cab of a locomotive and a tender, showing switchboard, connecting-wires, and storage-batteries in section of tender, (cut away.) Fig. 3 is a plan view of switch-board vand connectingwires. Fig. 4 is a side elevation of switchboard A.

Fig. 5, Sheet 3, is a side elevation of the lower part of the body ot' a car with ruiminggear, including brake-shoes, hangers, springs, and truck-levers,with. my invention. and connections attached. Fig. C shows a plan view of the operating parts of my invention, including a mere external form of motor-,wormshatt, central lever, wire rope to connect at each end with the long arms of the truclifle- IOO vers at each end oi thc car to operate the brakes. The dotted lines of the central. lever illustrate the movement of the same from the minimum to the maximum of pressure.

Fig. 7, Sheet 4, shows a side view of the lever, the sheaves, wire rope partly around the sheaves, end of screw, traverse or lug nut,

slots, loops, and pintles for the Yfulcrumol' the lever, and plan of construction. Fig. S is a top or plan view of the levtr, showing` slot for the traverse ot' the nut on the wormshaft. Fig. 9 is ahanger in which the lever is located and operated-by movement upon its fulcrum. Fig. l0 is a shal't of double the length of the worm or threaded part, and provided with a sleeve connected to andnloving with the traverse or lug nut, so that when not in use it covers and protects from dust the screw part of the shal't, which runs in oil supplied by the oil-cups to the sleeve. Fig. ll shows the shaft of Fig. l0 with the traversing or lug nut and sleeve about hal tway between the minimum and maximum of traverse.

A, Figs. l, 3, and 4, Sheets l and 2, is the switch-board, located on the locomotive at the hand of the engineer. This switch-board has divisions, called fixed contact-pieces, a, ZJ,

ed, and e. It also has a sliding contact-arm, f, and follower g.

h indicates the insulated part of the switchboard A, on which the sliding contact-arm j and follower g rest when not in use in setting or releasing the brakes.

. B is a series of independent batteries so connected as to use one or more of the series, as may be desired, in setting the brakes. These batteries are located on the locomotive or tender. B is also an independent battery, but to be used only in releasing the brakes. Battery B is connected by wires P P, 1,2, .3, and #i with fixed contact-pieces a, l), c, and d on switch-board A, and said battery is also connected with battery B2 by connectingwires l, 2, 3, and i, and by main-line wire P and by a continuation of wire P'Al with the motor. B is connected by wire PC with fixed contact-piece c and by line-wire P with the electromotor, and both these wires P and P are insulated and united in one cable in. passing through and connecting the magnets of the motor, and both have a common or main return-current wire,R C,to the center post ot' the switch-board A. By means of the opposite motions of the armature C, commutator Cf, and exit contact-brush C0, as noted by the arrows at the right and left ofthe connnutator, the brakes are set and released. (See also reference-letters P and P,ret`erring to the helices at the right and left of Fig. 1.)

B2 is a combined series of batteries connected together and located on each car and brought into circuit in setting', but not in vreleasing, the brakes, as will be hereinafter dcscribed.

C is the reversible eleetroinotor.

C CL are the field-magnets of the motor.

Cb is the armature of the motor.

CC is the contact brush of conductingwire P.

C is the contact-brush for reversing-wire P, and C" is the contact-brush for the exit of vcontact-brushcs should be made' rounded, so

as not to obstruct the colnlnutator in passing' its divisions in opposite directions. Such brushes are called linger-end brushes.

C is the worm-shaft; C, traverse-nut on worm-shaft. 0 are the hangers to support the same, and C are rubber or elastic vcushions, (shown in cross-lines at each end of the wor1nshatt;) D, switch-board on each car to operate the brakes therefrom by closing the circuit of the electric current, either by hand or al'ltoinatically, should the train break apart.

D is the lixed contact-piece.

E is the sliding contact-arm on switch board D.

E is a knob on arm E to inove the arm by hand into contact with D.

E2 is a passage through arm E vfor the linewire P, E, a passage through the arm E for the spring F.

E" is a bearing or lixed lug on line-wire P to press the arm E upon the fixed contactpiece D to connect t-he circuit when the train breaks apart.

E5 'is a coil on the line-wire P to yield or stretch apart, so that the arm E can traverse to and connect itself' piece D.

F is a spring passingl through arm E, and

F is a catch on s )rind F to hold the slidinO l s e contact-arm E in contact with fixed contactpiece D and retain the circuittill released by hand.

P" is a branch wire connecting fixed contact-piece D with main line, Fig. l, P, and battery '132, and by a continuation of the linewire P with the motor.

C, Figs. G, '7, 8, 9, and l0, is the central lever, the construction, application, and operation of which are distinguishing Vfeatures of the invention. The top or plan view ot' this lever and its position and location are shown in Fig. G, Sheet 3, while the train is running and the brakes are free. The different positions of this lever are also shown in dotted lines in the same iigure when the power is in operation to set the brakes.l rThe central 'position shows when the slack is taken up, the springs with fixed contact- IOO ITO

hung; and in Fig. 10 is shown a sectionalv view by which it is connected with the traverse nut and sleeve. The exact construction of this lever will be described hereinafter.

G are the slots or channels in the long arm of the lever, locat-ed above and below the traverse-nut and worm-shaft, and through which pass the lugs or projections on the traverse-nut, and by means of which the lever is moved upon the segment of a circle to set and release the brakes, and so that the extreme end of the lever may move in the segment oi a circle, while the nut moves in a straight line upon the worm-shaft, and, further, so that the leverage may decrease and increase .from the minimum to the maximum of movement, as shown in Fig. (S `by the dotted lines of its traverse.

G are sheaves or frictional pulleys, partly around which passes the wire rope H.

G is the loop or opening in the long arm of the lever, in which is located the traverse-nut, the long arm of the lever moving back and forth, as hereinbefore shown.

GLl are the lugs or projections forming the fulcrum of the lever. These lugs or pintles are located above and below the central part of the loop and central between the two sheaves and equidistant therefrom; II H, the wire rope connecting' the long arms of the truck-levers on each car, and which in its central part passes through the loop of the short arm of the lever and partly around the sheaves, as clearly shown in the drawings.

I is the hanger or chair in which lever G is located and has its fulcrnm, and which is bolted up to the bottom of the body of the car in a central position.

I is the cap-piece bolted to the hanger. Both parts of the central part of the hanger have an opening or recess to receive the fulcrum pivots or pintles G4 ot' the lever G, as also clearly shown in the drawings.

K is the worm par-tof the screw-shaft, Figs. l0 and ll. part of this shaft.

K2 is the sleeve or covering of the worm when not in use in braking, being connected with the traverse-init and moving with it; K3, an oil-cup to lubricate traverse-nut and worm-shaft, K", an oil-cup to lubricate the smooth part of the shaft, and also to supply oil toits end of the worm part of the shaft; P P l 2 3 il, transmitting-wires from all the fixed contact-pieces on switch-board A to battery B, and from battery B, by line-wire P, to battery .$2 and to the motor C, to set the brakes up to the maximum of pressure. This combina-tion ot' batteries is so connected with the switch-board and fixed contact-pieces as to enable the operator to use the batteries l, 2, 3, and 4, according as he operates the sliding contact-arm upon the switch-board A.

Lever G is constructed, preferably, in two parts, Fig. 7, Sheet at, and firmly bolted to-A gether. This is to enable me to place between them at the long arm of the lever the K is the smooth or turned-down traverse-nut C, so that the lugs will enter the slots G above and below, (see Figs. 7 and 8,) each part being so formed as when bolted together to form a loop at each end of the lever at the long-arm loop G", Fig. 7, Sheet 4, for the movement of the lever backward and forward above and below and embracing the traverse-nut C, and at the other end for the admission ot' the sheaves and the passage of the wire rope H to equalize the pressure.

In the longI arm of the lever and in each part, above and below, I plane out slots or channels G nearly the full length of the loop In these slots or channels the lever moves above and below the lugs or pintles of the nut backward and forward in setting and releasing the brakes. For the purpose of a fulcrnm to the lever G above and below and outside of the center of t-he loop at the short arm of the lever, I jump on or forge on lugs G" pivotal or pintle pieces, which are turned round to a bearing to fit the recesses in the plates I and I ofthe chair or hanger for the fulcrum and support of the lever, and the lugs or pivotal projections on the traverse-nut C in the slots G are made and 1inished in the same way, sothat the lever may move smoothly in the slots in which they (the pintles) are fitted to work. This arrangement of parts at the long arm of the lever is so constructed that while the tra\f'ersenut is moving in a straight line upon the worm-shaft from the minimum to the maximum of traverse and return the eXtreme end of the lever is moving inthe form of a segment of a circle without binding laterally the traverse-nut in its direct movement upon the worm-shaft, which would destroy its action, and by these means I am enabled to obtain the greatest .leverage at the minimum and maximum of movement, which very important in the use of the electric current in its application to a train-brake, while the combination of the loop, the sheaves, and fulerum at the other end of the lever enables me to equalize and utilize the power employed to the best advantage upon the brakes.

It will also be seen by the dotted lines, Fig. G, Sheet 3, that the lever G at the zenith or center of its movement is at right angles to the traverse-nut C and worin-shaft C', and at the minimum and maximum of its movement it is, as shown, at angles of forty-five degrees, and that it has its greatest leverage at the starting and stopping points of its motion and its least leverage at the exact center, where it is least required, the movement of the lever from the starting-point to the center being' for the purpose of taking up the slack, overcoming the springs, (used to keep the .brake-shoes olf the tread of the wheels on all cars,) and bringing the brake-shoes in contact with the tread ot' the wheels, the real labor and braking being done after the lever passes the center-that is to say, all the stopping being' done in the 'movement of the lever from the center of motion to the max- IOO imum of pressure. The object of this principle and the application of this combination of parts are to enable the electric current with its wonderful rapidity ot' .movement to get up speed under the least resistance, cause the lever also moves in the form ot' a segment of a circle, but of smaller diameter, and by means of the sheaves and wire rope and its connection with the long arms olf` the trucklevers the force employed equalized upon the wheels of both the trucks of the car in braking the train. These principles of movement and the mechanical combination of parts employed enable me to set thebrakes in the least possible time, and almost instantaneously to release the same, and in case the train breaks apart to set the brakes by means of the switch-board device and connections on each car automatically, and thus in certain cases prevent or modify disaster, and by the same means, .in certain other cases, to enable the conductor to operate the brakes on any car throughout the train.

It will also be observed that an essential element or pinciple ol' my invention is found in the fact that, the long arm ot' the central lever, G`, must be so constructed and applied to a traversing nut upon a worin-shaft as to move at its extreme end upon a segment of a circle and thereby diminish and increase its leverage in its movement from minimum to maximum of pressure, and by reversing the movement perform precisely the same function in releasing the brakes, while the traverse-nut upon the shaft C moves in both directions in a straight line, and at the same time the short arm of the lever must also move upon the segment of a circle, but of less diameter than and in an opposite direction from the long arm of the lever, to ultimate, equalize, and utilize upon the brakes the force employed, and for these purposes this principle of motion, this combination of parts, and this mechanical construction, application, and mode of operation are required.

The plan of construction and the immediate connection-of the electromotor is illusirated by Figs. l and 1L of Sheet l, to wit: rlhe cores of the field-magnets are wound in series in the usual way, starting in and fully winding the helix at the left-hand magnet, Fig'. l, then out to and through the right-hand magnet, uniting the two magnets in one circuit., in each case beginning at the core and terminating at the outer winding,

and also in each case at the end of the magnet nearest to the armature. The helices and connecting-wires of these magnets are formed Aeach magnet and in connecting them in circuitas one wire; and for the purpose of applying the force to brake the train and release the brakes six or seven wires may be insulated and made up in one cable where it passes through and connects the magnets, only one ot' which wires would be required in reversing the motor and in releasing the brakes. I also use three contact-brushesone, C, for setting the brakes, one, C, for reversin g the armature and releasing the brakes, and one, CC, for the return-current in both cases by a main return-current wire to complete the circuit.

It will be observed that two wires (or, if desired, a series of wires) form the part of the cable commencing at the left-hand magnet, and these wires are united only in one cable where they pass through and connect the magnets, as shown by the arrows, which clearly illustrate the direction of the two currents in opposite directions, but which has nothing to do with the construction and connection of the two magnets, the cable being made and connected as shown in the drawings.

By reference to Fig. le, it will be seen that the winding of the wire commences on the left-hand magnet at the right-hand side of the core, and thence continues in series out to the circumference of the magnet in one wire, as shown, thence passes to the other magnet, thence to and around the coreof that magnet nearest to the armature, and in series to the outer periphery of the magnet, thence to the contact-brush Cc, through commutator Cf and armature Cb to contact-brush Ce, thence` through return-current wire RC to center post of switch-board A, thereby making the circuit complete from contact-pieces a b c cl, or either of them, to set the brakes. It will be here observed that there is no connection with contact-brush Cd, and therefore no circuit. By reference to Fig. ld it will be seen that the windings of the wire are the same as in Fig. 1C, but that the connection is made only to contact-brush C.

The batteries being charged and placed in position, the mode of operation is as follows:4

The engineer, when he desires to slow downgrade or brake his train lightly, moves his sliding contact-arm f on the switch-board A to iixed contact-piece a, which brings No. l of battery B into circuit, from which conductingwire l transmits the current- .to conductingwire P, thence to battery B2, and from battery B2 by a continuation of line-wire Pl to and through the left-hand magnet of the m0- tor, (see Fig. 1%) thence to and through the right-hand magnet, thence to contact-brush (Je, thence by commutator C" to and through the armature C, thence, as illustrated by the arrow to the right, to contact-brush Ce, thence by return-current RC to center post of switchboard A, and the circuit is complete. To increase the force and make a quicker stopthe sliding contact-arm f is moved onto fixed contact-piece b, which brings into electric circuit No. 2 of battery B, the circuit being closed IOO IIO

45 switch-board A, as in the :former case.

5 force'can be increased to any desirable extent by means of additional iixed contactpieces on the switch-board A and by addi'- tional batteries to correspond therewith. I have shown in this connection fourtixed con- 1o tact-pieces, a, l), c, and d, and four batteries to correspond therewith, P P, l, 2, S, and 4. Thus it will be seen that by closin the circuit the electromotor, by means of the batteries in circuit,will rotate the worm-shaft' t, the traverse or lug nut will move up upon the shaft, carrying with it the long arm of the lever G, to the extent of the force employed to the maximum of pressure, while by the movement of the short arm of the lever, and by means of the 2o sheaves and wire-rope connections with and between thelongl arms otl the tru ck-levers and the brake-shoes, the brakes will be set to the extent of the force employed. To reverse the motor and release the brakes, the sliding con- 2 5 tact-arm fand followergare moved backward' from the insulated part h of the switch-board A until the follower is connected with the iixed contact-piece e, when the circuit for reversing the motor will be closed, rlhe curgo rent will then run on the transmittingvire Picto and through battery B', thence direct by wire PLl to its connection with wire Pwh en the two wires, being completely insulated from veach other, form a cable and are wound in series, in the form of a cable, as one wire through and connecting' both magnets, as aforesaid, the current now passing first through the right-hand magnet, then to and through the left-hand magnet, and out of the 4o cable to the contact-brush Cd, thence by the u,commutator to and through the amature, indicated by the arrow to the left of the armature, to the contact-brush CC, thence by return-current wire RC to the center post of By this means the worm-shaft is reversed and the lug-nut and central lever return back to the starting-place, when. the circuit is again opened by returning the sliding contact-arm 5o and followerI to the insulated part of the switch-board.

Should the train break apart, the sliding contact-arm E on the switch-board D will be drawn by stretching the coil upon and connected with the fixed contact-piece D', and

be caught by the dog or catch F on the spring F, (clearly shown in the drawings by reference to the dotted lines of the arm E,) and it will there be held till released by hand. This 6o contact will close the circuit, and by means of the Abranch wire Pb battery B'/2 will be brought into circuit, the current will run upon the main-line wire P, and be carried through all parts of the electromotor, as before de- 6 5 scribed, and pass ont of the motor by contact- `brush C to main return-current wire R C, to

branch wire NP, thence to center post of switch-board I), and the brakes will be set. lVhen this circuit is closed by hand, the same results will follow-that is, the brakes will be set. To release the brakes on the car, bear down on the spring F, so that the catch will pass through the passage E3, and move the arm back to the insulated part of the switchboard. In setting and releasing the brakes, the current will run inthe line of the arrows, passing through the batteries employed, the field-magnets, the armature of the motor, and return by the main return-current wire R C to the center post of switch-board A, or by wire R C and branch wire NP to the center post on switch-board D on each car. I am enabled to obtain these results -by means of an electromctor, which may be reversed by the movement in opposite directions of a sliding contact arm, with follower, fixed contactpieces, independent batteries and circuits for `transmitting two separate electric currents (by one main return-current wire) at different times and in opposite directions through the magnets of the motor, and by suitably connected wires, substantially as described, and shown in the drawings.

It will also be seen that when one circuit is open the other is necessarily closed, so that the current must take the closed circuit. The circuits cannot be both closed at the same time; but all the circuits are open when not in use, and hence the energy of the batteries is only employed or exhausted when in actual IOO use in braking or releasing the brakes, and

as so short a time is required to brake and stop the train and release the brakes, the

'storage-batteries charged to ten hours would do the braking of the train from the Atlantic to the Pacific Oceans and return several times without recharging the batteries, one hour giving one hundred and eighty and ten hours eighteen hundred stops.

Of course it will be understood that a very small current of electrical energy is required to reverse the motor and release the brakes, as there is on each car a powerful tendency of resistance to enforce the back action, so that only a very light current is required to energize the motor for that purpose, and which the introduction of a small and single insulated wire and a single battery on the locomotive or tender will amply supply for the entire train, while thel cable for the transmitting-current to set the brakes may be inade of as many wires as desired to afford ample force to brake the largest trains.

The number of storage-batteries required depends upon the capacity of the motor to utilize them to advantage, which application and trial will readily determine. 'Ihe use of the batteries is only required during the time employed in setting' the brakes and stopping the train-viz., from fteen to twenty seconds in time and from four hundred to six hundred feet in distance. By the application of this IIO brake all disasters resulting fromV defective or inefficient braking would be practically avoided. v v

From the very full description and mode of operation I have given of my invention it will be clear that I do not broadly claim a wormshaft and traversing nut actuated by an electromotor to move a lever in a direct line with said shaft,- or diagonally or at right angles thereto.

Having thus described my invention and its mode of operation, so that persons skilled in the art to which it belongs can apply and operate the same, what I claim as new, and desire to secure by Letters Patent, is-

l. In a brake for railroad-trains, an electro` motor, a series of independent batteries to energize said motor, a sliding contact-arm, fixed contact pieces, and switch board, substantially as described, to close and open the circuit between the motor and one or more of said independent batteries, the screw-shaft, the traverse-nut having lugs or projections thereon, a central lever, and connections between said lever and the truck-levers and brake-shoes of each car in the train, substantially as shown, as and for the purpose specilied.

2. In a brake for railroad-trains, a wormshaft, a lug-n ut to traverse thereon, an electromotor to actuate said shaft, a series of independent batteries to energize said motor, a sliding contact arm or switch, with follower to close and'open the circuit between said motor and one or more of said independent batteries, independent fixed contact-pieces, truck-levers, brake-shoes, and th e conn ections between said worm-shaft and said truck-levers and said brake-shoes, substantially as described.

A brake for railroad-trains, comprising` a screw or worm shaft, an clectromotor to actuate said shaft, a series of independent batteries which maybe brought into electrical connection with said motor, a switch-board having independent fixed contact-pieces, a sliding contact arm or switch, with afollower to close and open the circuit between said motor and one or more of said batteries, a lug-nut to move on said screw-shaft, a central lever, and flexible connection with the trucklevers to set and release the brakes, substantially as shown and described. v

4. In a train-brake for railroad-cars, a screw or worm shaft, a movable lug-nut thereon, and a lever connected at one end with said nut above and below and embracing the same to prevent lateral binding in its movement on the worin-shaft, and at the other end connected by means of a flexible connection passingpartly around sheaves o1' frictional pulleys with the truck-levers, and byv their connections with the brake-shoes of each car in the train, substantially as described.

5. In a brake for railroad-trains, the combination of a worin shaft, a movable nut thereon having a lug above and below, a central lever connected at one end with said nut and embracing the same and moved thereby and at the other end by means of sheaves or pulleys, and a wire rope or flexible connection connected with the truck-levers and their connections by the brake-shoes of each car to operate the same and equalizethe pressure thereon, in combination with an clectromotor and independent batteries to energize said motor, substantially as described, and for the purpose set forth.

G. The combination, with the brake-shoes, truck-levers, and wire rope or flexible connection therewith, of a swinging central lever, through the short arm of which passes said flexible connection from the long arm of one truck-lever to the other and partly round the sheaves or pulleys to operate the brake-shoes and equalize the pressure thereon on each car, substantially as described.

rlhe combination of a screw-shaft, a movable nut having` lugs, a lever connected therewith and embracing the same and to be moved thereby, and the truck-levers and brake-shoesof a railroad-car, an electromotor, a series of independent batteries to energize the motor, and the switch-board having fixed contact-pieces and a sliding contact arm or switch to throw either one or all of said batteries into circuit to set the brakes upon each car throughout the train, substantially as described.

S. rlhe combinationV of a screw-shaft, an clectromotor to actuate said shaft, a traversing lug-nut and the connections between said nut and the truck-levers and brake-shoes of each car, and a series of independent electric batteries, a switch-board having independent fixed contact-pieces, separate electrical connections between each of said fixed contactpieces and one of said batteries, and aswitch or sliding contact-arm and follower connected therewith to throw one or more of said batteries into and out of circuit with the motor, substantially as described.

9. The combination, with a worm-shaft, an clectromotor to actuate the same, and connections between said shaft and the brakeshoes of a railroad-car, of a series of independent batteries, a switch-board having independent fixed contact-pieces, separate electric connections between each of said fixed contact-pieces and each of said batteries, and a switch with a follower to throw one or more of said fixed contact-pieces and their connecting-batteries into and out of circuit with the motor, and transmitting-wires for return-circuit, substantially as described.

l0. In a train-brake for releasing the brakes, the combination of an independent battery, transmitting and return current wires and connections to complete the circuit, a reversible clectromotor, a fixed contact-piece upon the switch-board, and a sliding contact-arm, with a follower, by means of which upon a backward movement the follower may be connected with the fixed contact-piece, and the IOO IIO

circuit closed for releasing the brakes, the magnets energized, the motor reversed, and the brakes released, substantially as shown and described.

ll. In a train-brake, the combination of a worm-shaft, an electroniotor to actuate the same, a sleeved nut having' lugs movin g upon said screw or worm shaft, with a lever having` alooped end to embrace the opposite sides of said nuts to prevent undue lateral pressure or binding' on said screw, and slots above and below to receive the lugs or projections upon said nut, and sheaves or pulleys carried at the opposite end of said lever, and a' flexible or movable connection between the lon g' arms of the truck-levers to'actuate the brake-shoes and equalize the pressure, substantially as described.

l2. The combination of a wor1n-shaft, a lugnut moving thereon, a central lever pivoted to swing,- upon a fulcruin in the hanger or chair bolted to the central and under part of the body of each car, sheaves or pulleys pivoted in the loop of the short arm of said 1ever, the fulcruin of said lever being,` located between said sheaves and equidistant therefrom, and the flexible connection between the truck-levers and the brake-shoes of each car, substantially as described.

13. The central lever having` the followingcombination and elements ot' construction, viz: a'fulcrum pivoted to swing'in the hanger, sheaves or pulleys to equalize the pressure, a loop for the sheaves and the passage of the rope at one end, and a loop and slots at the other end for the traverse ot' the lug-nut to actuate the lever, substantially as described.

14. In a railroad-train brake, a series of independent batteries, an elec'tromotor and trai'isinitting electric current and return wires, an independent switch-board having` a slidingl contact-arm, a single Xed contactpiece, and a spring havingl a dog' or catch by means of which the'current in circuit may be thrown upon the magnet of the motor and there retained for the purpose of setting the brakes either automatically or by hand on each car in case of accident or disaster, substantially as described, and for the purpose set forth.

AUGUSTIN IREL AMBLER.

lvitnesses:

' J. N. FANT,

JNO. T. ARMs. 

